Electrical train-signal



(No Model.) 3 SheetsSheet 1.

" G. D. BURTON.

- ELECTRICAL TRAIN SIGNAL. No. 42 ,522. Patented Apr. 29, who.

re WITNESSES:

3 Sheets-Sheet 3.

(No Model.)

G. D. BURTON. ELEOTRIGAL TRAIN SIGNAL.

Patented Apr. 29, 1890.

WITNESSES; AN

ma NORRX5 warms co. mow-U010. wasuma UNIT D STATES PATENT OFFICE.

GEORGE D. BURTON, OF NEXV IPSVVIOI-I, NE? HAMPSHIRE.

ELECTRICAL TRAIN-SIGNAL.

SPECIFICATION formingpart of Letters Patent No. 426,522, dated April 29, 1890.

Application filed November 22, 1887. Serial No. 265,853. (No model.)

To all whom it may concern:

Be it known that I, GEORGE D. BURTON, of

New Ipswich, in the county of Hillsborough and State of New Hampshire, have invented a new and useful Improvement in Electrical Train-Signals, of which the following, taken in connection with the accompanying drawings, is a specification.

My invention relates to an electric signaling system for rail\vay-trains, whereby both the engineer and conductor of a moving train are enabled to communicate with each other at will by a predetermined code of electric signals transmitted in either direction over a line-circuit by the alternate make and break of said circuit.

The particular object of my invention is to provide such an arrangement of circuits, electrical connections, and auxiliary apparatus as will render it feasible and practicable for the conductor to signal to the engineer from any coach or car of the train which he may occupy at the time when he desires to give such signal, and to enable the engineer to transmit significant signals back to the conductor, no matter in which car the latter person may be. For the attainment of these several objects my invention embraces the following essential co-operating features: first, an arrange ment of circuits enveloped by and operating through a single bell cord, which passes throughout the train and serves as a circuitcontroller for said signaling-circuits; second, a novel construction of electrical coupling, comprising a connecting-plug and a receptacle for the said plug, containing switching and circuit-controlling devices, whereby the electrical continuity of the circuits is preserved or interrupted between any two adjacent cars of the train, and, third, certain elec trical connections, annunciating apparatus, and other details of construction and combination of parts nore fully described hereinafter, and particularly pointed out in the. appended claims. l

In the accompanying drawings I have shown certain appliances for adequately carrying out my invention. However, I desire it to be distinctly understood that I do not-confine myself strictly to the construction and arrangements illustrated, since obvious depart ures may be made therefrom without deviating from the scope of my invention as covered by the claims hereto annexed.

Referring to the drawings, Figure 1 is a side elevation of a railway-train, comprising one car, a tender, and engine, equipped with :my improved train-signaling devices. Fig. 2 is a vertical central sectional view of the adj ustable electrical coupling-plug and its receptacle containing the circuit-controlling mechanism. Fig. 3 is a front end elevation of Fig. 2. Fig. 4 is a detail longitudinal sectional view of the connecting-plug shown in position in Fig. 2, with this difference,'however, that the line on which said section is taken passes diametrically through a different plane for the purpose of showing certain parts hereinafter described. Fig. 5 is a detail transverse vertical section taken on the line 00 x of Fig. 2. Fig. 6 is a view similar to Fig. 2, the only difference being that this illustration shows the relative arrangement of the receptacle for the electrical coupling-plug which whould be attached to the other end of the cord L, secured to the plug K K in Fig. 2, and the circuitswitching devices N N N", 8120., being omitted. Fig. 7 is a diagrammatical View of the circuits and connections throughout the train.

Like letters of reference indicate like or corresponding parts in the several views of the drawings.

Referring to the drawings by letter, A, B, and C respectively indicate the passengercoach, tender, and engine, comprising a railway-train, all of any approved construction,

therefore requiring no further description herein, except for those particular parts which cooperate with my invention.

Referring to Fig. 1, the passenger-coach A is provided at each end with a boxing E or E',containing the parts hereinafter described and so fitted through a suitable rectangular slot in each end portion of said coach as to be accessible from the interior or exterior thereof, as will be readily perceived by an inspection of the figure.

L L respectively designate two flexiblecords having at each extremity a conductingplug K, permanently secured thereto and containing three insulated conducting-wires,

which terminate in electrical contact with three independent conducting-plates attached to the exterior surface of each plu (See Figs. 2, 4, and 6.) Between any two adjacent cars a cord L, having the before-mentioned plugs K K at each extremity, connects the boxings E or E at the adjacent ends of the respective cars with each other for the obvious purpose of connecting the circuits of boxing E or E (which projects exteriorly through the end partition of its respective car) is formed a circular opening for permitting the free insertion of the forward portion of a plug K.

D and H respectively indicate two laterally-projecting blocks secured to and insulated from the side of the portion 6 of the boxing and each having a curved spring contact plate D or H secured thereto. Each spring contact plate D orH consists of a longitudinal curved contact-plate and a central metallic conductiug portion, and each plateD or H is attached centrally to its respective block D 11*, with both of its free extremities curving outwardly and upwardly, thereby forming an inwardly -tapering or conical longitudinal recess for the reception of the 'correspondingly-tapering or conical forward portion of the respective plug K, which is designed to enter said recess and engage the plates D H.

Byreference to Fig. 2 it will be seen that the'blocks D H and their attached spring contact plates D H are arranged in the same vertical plane, so that when the plugK is' inserted in the positon shown in said figure the respective platesD H engage the exterior surface of the plug K at diametrically-opposite points; but in a different ver tical plane from the plates D H is arranged the vertical downwardly-depending spring contact finger 2 secured to a laterally-projecting offset of the portion 6 of the boxing by a suitable screw at its upper end and havingits forward lower free extremity curving inwardly toward the adjacent surface of the plug K. (See Fig. 6.)

N designates a lever pivoted by the small stud or arbor N to the side of the boxing and having the laterally-projecting contactpins N N secured thereto at equidistant points from its fulcrum and arranged in the same vertical line.

N 4 is an insulated disk, which is rigidly keyed to the pivot N, and is provided with two arc-shaped recesses or slots N, which cor respond in shapeand relative situation to those of the contact-pins N N which latter pass through said slots N and are capable of a limited play or reciprocation therein, as will be clearly understood from the operation hereinafter given. V

The lower extremity of the lever N is provided with an eye N through which is passed the bell-cord M, which in turn is secured therein by the ligature M, and passes through the interior of the coach A in the ordinary manner and is similarly connected to a lever N at the rear extremity of said coach.

S indicates a coiled retractile spring attached at one extremity to the lever N and at its other end to the boxing E or E and serves to restore the lever to its normal position, as shown in Fig. 2, after displacement, and to keep the contact-pins N N 3 normally out of engagement with the rearwardly-extending ends of the respective spring D H, which project across the face of the disk N in proximity to their respective contact-pins N N so that when the said lever N is shifted from its normal inactive position the said contact-pins will simultaneously engage and make electrical contact wit-h their respective spring-plates D H.

Referring to Fig. 3, K K respectively represent two clamping-lever arms hinged together in any suitable manner, as at K, and each provided with the outwardly-curved portions y 11 which conform to the contour of the neck of a plug K, whereby the said plug may be securely embraced and fastened in its seat or socket when inserted by the leverarms K K which latter are held together in a closed position by the spring-hasp K secured transversely over the lower ends of said arms and-arranged to exert a frictional bearing or tension thereupon sufficient to prevent the jar or concussion of the train from displacing or loosening their closed position. Each plug K consists of a forward-tapering conical portion K, a neck 3 and a rear spherical handle 1 The main body of the plug is made of wood or hard rubber and is provided with a longitudinal central circular perforation running from the en d of the handle 11 through the neck 3 up into the 'beginning of the tapering forward portion K,

where the said perforation branches into three smaller diverging apertures, each of which latter leads to one of the conductingplates at h e on the exterior surface of the plug K. In the first-mentioned perforation of the plug is permanently fastened one extremity of the connecting-cord L, which envelops the three independent insulated circuit-wires D, z, and H, which latter, instead of terminating abruptly with the end of said cord, continue through their respective diverging branch passages or leads, and finally terminate in electrical contact with the several conductin'g-plates d, h, and 2 The forward conical portion k of the plug is faced at diametrically-opposite points with the current-conducting terminal plates d h, both of which are designed to rest in electrical contact with the spring-plates D H when the plug K is inserted in the position shown in Fig. 2. At substantially right angles to the vertical plane in which the plates 01 h are arranged is placed a similar current-conducting terminal-plate IIO,

2 (see Figs. 4 and 5,) which in turn is intended to make electrical contact with the spring-finger 5 when the plug is placed in its proper position.

Referring now more particularly to Fig. 7, the engine 0 is equipped with an annunciating-bell T, a battery Q, in circuit with said bell, and the two circuit-controlling switches a and P. Aboxing E or E is placed at some convenient overhead point, such as V, in said engine, and is similar in construction and arrangement to the respective boxin gs E or E in the coach A, except the switching-lever N, and its auxiliary parts are needless, and therefore are omitted. A cord L, of the construction previously described, connects the boxing on the engine with the forward boxing on the coach A, which latter boxing is con nected by the bell-cord M with the rear boxing, as before described. In the coach A is located an annunciatorz ineludedin a closed branch or shunt circuit from the bell-cord M.

The electrical connections and circuits throughout the train here shown are as follows: The path of the circuit whereby the conductor can signal from the coach A to the engineer in engine 0 may be traced as follows: from one pole of the battery Q through the spring contact plate H of the boxing at V, the adjacent tcrminalplate 72 of the plug It, the wire H, passing through the cord L, the corresponding, terminal plate 7t of the plug K at the other extremity of said cord, and the spring contact plate H of the boxing E. Here the path is broken by the rear extremity of the plate H being out of contact with the contact-pin N but should the conductor in thecar A pull the. cord M the lever N would be shifted to the position shown in dotted lines in Fig. 2 and the, contact-pins N N would be simultaneously brought in contact with the plates D H. Thus the path of the circuit would continue by the pin N of boxing E, the lever N, contact-pin N spring-plate D, contact-plate d of boxing E, return-wire D of cord L, contact-plate cl of boxing at V, spring-plate D, wire h switch P, through the annunciator T, and wire h" to the other pole of the battery Q. Thus it will be seen that if the conductor in the coach A should pull the bell-cord and the switch P is closed the circuit would be closed by the le: ver N of boxing E, and thereby ringing the bell or annunciator in the cab of the engine, the circuit throughthe annunciator 2 in the coach A being open. If, on the other hand, the engineer desired to signal back to the conductor, he would merely adjust the switch .2 so as to close the circuit from the battery Q, through the annuuciator 2 of the car A. Then in this instance the path of the current would be as follows: from one pole of the battery Q, by wire 2 switch ,2, wire 2 con tact-finger 2 plate 2 wire 2' of the cord L, to contact-plates of boxing E, contact-finger e wire a of the loop W, and bell-cord M, and other loop W, to the contact-finger 2 of the boxing E plate ziwire z of second cord L, and similarly on throughout the train until it reaches the last boxing E or E of the car, where the wire 2 is looped into the wire D of the bell-cord in any suitable manner. Then the path continues back by second cord L, wire H, plate It, and spring-plate h of boxing E, wire h of loop V, and cord M in coach A, branch wire d ann un ciator 2 branch 2 and back by wire D, &c., to the wired and the other pole of the battery Q. Thus, by aid of the shunt consisting of the wire 2, the plate 2 finger 2 and branches z and (1 the annunciators throughout the train are simultaneously operated,notwithstandingthe other signaling-circuit is open at every lever N; or, in other words, the wires H and z and their auxiliary connections form the car annunciating-circuit, the said annunciators being connected in multiple arc, while the wires D and H, with the shifting-lever and auxiliary contacts, form the engine signaling circuit. Finally, if the conductor were in the coach (not shown) in the rear of A, and he should be desirous of signaling the engineer, he would likewise pull the cord M in that particular coach, and the annunciator in the engine would be operated without ringing the bells through the intervening coaches.

For the sake of convenience we will suppose that another car intervenes between the engine and the car A. Then, in accordance with the preceding statement, the path of the current would be the same as that described when the cord M was pul ed in the car A, except that the path of the current would be shunted around the switching-lever N and contactpins N N by the loop-cord V and its inclosed wires D and H, which latter are re spective] y in electrical con tact with the plates D and H of the boxing E or E, thereby'forming a metallic circuit throughout the train, which is open only in the last coach by the Fig. 2. Thus it will be seen that the conductors annunciating-circuit has its electrical continuity preserved throughout the whole train, except in'the last car, where it may be closed, in a manner previously described, by the pull of the bell-cord M, and that in all the intermediate coaches a simple shunt or branch of the main circuit adapted to be similarly operated by the pull of the bell-cord is provided.

IOC

I10 lever N not being 111 the position shown in I The engineers signaling-circuit is formed by a third wire shunted in the main circuit, continuing through the train, and is looped into one leg or side of the other circuit in the last coach, so that the same is only open at the engineens circuit-controller, and the annunciators in the several cars are looped in multiple are in the engineers signaling-circuit.

Another and simpler description of the arrangement of the two independent circuits would be to say that the main signaling-circuit for the conductor was open only at the cure by Letters Patent, is

rear of the car, and that the path of the current from the battery Q could be short-circuited in all the intermediate cars, while the engineers signaling-circuit was open only in the engine and a third wire was looped into oneleg or branch of the conductors circuit to form a closed metallic line throughout the train.

It will be obvious that any suitable or available source of electrical energy may be used, and that the-circnit-controllers, annunciators, switches, and electrical connections may be of any approved or desired construction, without departing from the spirit of my invention.

Having thus fully and accurately described myinvention, what I claim, and desire to se- 1. For trainsignaling, the combination, with three co-extensive conductors extending throughout the train, inclosed in a cord and forming two distinct electrical circuits, the one for establishing communication from conductor to engineer and the other for establishing communication from engineer to conductor, with circuit-controllers each of which has a pivoted lever, the cord inclosing the wires acting as bell or pull cord for operating said levers, as set forth.

2. Three conductors extending the whole length of the train through suitable couplingswitches forming two independent electrical circuits supplied by one common source of electricity, one of the circuits comprising a bell in eachcar of the train and a controlling-switch in the engineers cab and the other a bell in the cab, and contact devices in each car comprising a pivoted lever, and a bellcord formed of the inclosed circuit-Wires, as set forth.

'3. The combination, with an insertible plug having surface-contact plates in circuit with electrical conductors, of a receptacle containing spring contact plates arranged to be engaged by a dual set of contacts and in circuit with electrical conductors, a set of pin-contacts in circuit with each other and arranged to simultaneously and severally engage said spring-contacts, and a pivoted lever for jointly moving said pin-contacts, substantially as specific I 4. The combination, with an insertible plug having surface-contact plates in circuit with electrical conductors, of a receptacle having spring contact plates arranged to be engaged by a dual set of contacts and in circuit with electrical conductors, a set of pincontacts in circuit with each other and arranged to simultaneously and severally engage said spring-contacts, a pivoted lever for jointly moving said pin-contacts, and a cord containing electric conductors for operating said lever, substantially as specified.

5. In combination, three circuit-wires inclosed in a cord, spring contact plates in circuit with said Wires, a plug having surfacecontacts to engage said spring contact plates and having independent circuit-wires passing through it, and a pivoted lever for operating the spring-contacts, the cord containing the three circuit-wires being attached to said lever and serving as a bell cord or pull for operating it, as set forth.

6. In combination, the-pivoted arm N, carrying contact-pins N" N, the spring for holding said arm and pins in a normally-inactive position, the cord M serving as a bell or pull cord to bring said parts into active position, the three Wires enveloped by said cord, the spring-contacts, and the plug carry-' ing contact-plates to engage said spring-contacts and complete the circuit when the lever is operated by pulling cord M, as set forth.

In testimony whereof I have signed my name to this specification, in the presence of two subscribing witnesses, on this 10th day of November, A. 'D. 1887.

GEO. D. BURTON.

Witnesses: I

ETTIE F. PHILIPsoN, WILLIAM H. NASH. 

